Torque Converter

ABSTRACT

The present invention relates to torque converters. In particular, the instant invention provides improved torque converters having an increase in capacity and an increase in efficiency.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to torque converters. In particular, the instant invention relates to improved torque converters having an increase in capacity and an increase in efficiency.

2. Description of Related Art

Currently, automatics are the transmissions of choice in today's consumer diesel applications. As such, torque converters are a factor in the reliability and durability of the diesel trucks. Typical consumer diesel applications offer more than 600 lb-ft of torque, thus, torque converters must be robust.

A torque converter may best be described as a fluid coupler. Because there is no conventional clutch on an automatic transmission, there must be some way to let the engine slip so the vehicle doesn't stop running if the vehicle slows to a stop. This is accomplished through a torque converter, which is a device that uses transmission fluid and a turbine-fan arrangement to create enough force to propel the vehicle yet slip enough to let the engine idle while in gear.

The functional nature of a torque converter allows (i) the vehicle to come to a stop allowing the engine to idle and the transmission to be in either forward or reverse mode without any interference of torque transfer to the wheels (the depression of the accelerator is the only action that needs to take place in order to again resume the forward or rearward motion of the vehicle); and (ii) the transmission to change ratios (gear ranges) without the sharp jolt that would result if such a hydraulic coupling did not exist. The modern torque converter adds one more element to this drive system—as the vehicle speed increases and the multiplication of the engine torque becomes less essential to the smooth movement of the vehicle, the converter has an internal clutch assembly that when applied by oil pressure from the transmission, couples the converter into a one to one mode (in this way, the torque converter clutch has removed all internal slip and has increased the efficiency of the drive train to that of a direct coupling).

This invention is the direct result of problems that have originated in the field. The original design resulted in clutch related failure as a result of normal truck use, therefore in order to better serve consumers, a more robust design was needed which performed in a similar manner yet demonstrated greater durability. The specific nature of the failure described rendered the original torque converter core unusable without major work that would often result is poor performance. Customer satisfaction required a new converter to be created. This invention meets that customer need.

The converter of the present application is totally interchangeable with the original design converters, thus improving the efficiency of the vehicle without requiring any additional work or alteration on the part of the consumer. At present, there are no other torque converters on the market today that can satisfy all the deficiencies that exist within the original design, nor do the components available to remanufacture the original converter design solve the problems which result in a fifty percent (50%) increase in capacity and ten percent (10%) increase in efficiency.

SUMMARY OF THE INVENTION

The instant invention contemplates an improved torque converter.

The instant invention also contemplates improved torque converters having an increase in capacity and an increase in efficiency.

The instant invention also contemplates improved torque converters having a fifty percent (50%) increase in capacity and ten percent (10%) increase in efficiency.

One embodiment, of the present invention contemplates a torque converter having a one piece billet cover that incorporates a thick steel ring three hundred and sixty degrees about the cover into which the flywheel is bolted.

Another embodiment of the present invention contemplates a torque converter having one continual ring that evenly transfers the engine torque into the torque converter without clutch surface distortion.

The present invention further contemplates torque converters that provide improved efficiency through the multiplication stages of torque transfer (first and second gear) and add the multiplication effect to the lock up stage (third and fourth gear).

These and other aspects, objects, features and advantages of the present invention will be more clearly understood and appreciated from a review of the following detailed description of the invention.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 provides a schematic of one embodiment of the present invention.

FIG. 2 provides a schematic of an embodiment of the present invention.

FIG. 3 provides a schematic of an embodiment of the present invention.

FIG. 4 provides a graphical representation of the results of testing one embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

For simplicity and illustrative purposes, the principles of the present invention are described by referring to various exemplary embodiments thereof. Although the preferred embodiments of the invention are particularly disclosed herein, one of ordinary skill in the art will readily recognize that the same principles are equally applicable to, and can be implicated in other compositions and methods, and that any such variation would be within such modifications that do not part from the scope of the present invention. Before explaining the disclosed embodiments of the present invention in detail, it is to be understood that the invention is not limited in its application to the details of any particular embodiment shown, since of course the invention is capable of other embodiments. The terminology used herein is for the purpose of description and not of limitation. Further, although certain methods are described with reference to certain steps that are presented herein in certain order, in many instances, these steps may be performed in any order as may be appreciated by one skilled in the art, and the methods are not limited to the particular arrangement of steps disclosed herein.

The functional nature of a torque converter allows (i) the vehicle to come to a stop allowing the engine to idle and the transmission to be in either forward or reverse mode without any interference of torque transfer to the wheels (the depression of the accelerator is the only action that needs to take place in order to again resume the forward or rearward motion of the vehicle); and (ii) the transmission to change ratios (gear ranges) without the sharp jolt that would result if such a hydraulic coupling did not exist. The modern torque converter adds one more element to this drive system—as the vehicle speed increases and the multiplication of the engine torque becomes less essential to the smooth movement of the vehicle, the converter has an internal clutch assembly that when applied by oil pressure from the transmission, couples the converter into a one to one mode (in this way, the torque converter clutch has removed all internal slip and has increased the efficiency of the drive train to that of a direct coupling).

The present invention contemplates a novel torque converter. Torque converters constructed in accordance with the present invention may be used a direct replacement to the Chrysler 618/48RE factory converter when used in combination with a 5.9 L Cummins Diesel Engine.

One of ordinary skill in the are will recognized that the present torque converter may also be used in other applications.

Torque converters in accordance with the present invention do not require any alteration on the part of the end user and are engineered and designed with a compatible impeller hub, compatible stator drive, compatible input spline drive, and cover geometry that directly bolt to the existing crankshaft centering members and drive plate systems that typically exist on current vehicles. Certain embodiments of the present invention are particularly adapted to Chrysler vehicles. All of the components used in the present invention specify and uniquely created by Recon or purchased from an outside vender for this sole purpose. This new torque converter has a similar outward appearance to that of the original converter, in that the impeller huh and cover have similar geometry which allows for the complete interchangeability, however if the two converters were placed side by side the difference would become very obvious to one trained in the art.

This new design torque converter increases the durability of the converter within this drive train by eliminating the cover distortion that currently occurs within the factory design and increases the converter clutch life and apply effectiveness. The current factory design incorporates six pads that are welded to the cover shell. The presently described converter uses a one piece billet cover that incorporates a thick steel ring three hundred and sixty degrees about the cover into which the flywheel is bolted.

The original manufacture design requires that the torque of the engine be transferred to the torque converter through these six points of attachment. The original design pads (points of attachment) deflect under the torque load in the opposite direction and in so doing deflect the lock up clutch surface that is located opposite of the welded pad inside the torque converter. When this clutch surface deflection occurs the lock up clutch is lifted off the smooth flat lock up surface and requires the lock up piston to maintain its apply on the resulting six high spots which are the result of the pad deflection. This phenomena produces three very undesirable affects, first the clutch is no longer in contact with the friction apply surface three hundred and sixty degrees, second a rather large oil leak is created between the high point of each pad deflection and the lock up piston, and third the converter begins to slip on the six high points of deflection and multiply torque without the associated cooling circuit.

The new design eliminates the deflection created by the engine torque entering the converter by the use of one continual ring that evenly transfers the engine torque into the torque converter without clutch surface distortion. This system allows the lock up piston to maintain a three hundred sixty degree contact constantly regardless of the level of torque transfer. This new design further enhances the lock up system of the drive train by incorporating three friction rings within the lock up mechanism instead of the factory designed one. In so doing the clutch bearing capacity is constantly no less than that required by the original design and is increased at least fifty percent (50%) over that same original design.

This new torque converter will provide improved efficiency through the multiplication stages of torque transfer (first and second gear) and add the multiplication effect to the lock up stage (third and fourth gear) that the current original equipment converter lacks. The added efficiency of this new design torque converter results in a reduction in the fuel consumption rate which has the added feature of creating less overall heat due to slippage. The reduction in heat reduces the amount of BTUs that must be extracted from the oil by the system heat exchanger and in so doing extends the life to the drive train. One of the primary problems that results from use of a torque converter in a drive system is the detrimental affect high temperatures have on the oil used to lubricate and cool the transmission and the neoprene seals that are used to contain this same oil within the different shifting and ratio generating elements of the transmission. This new designed torque converter lowers the amount of heat generated by ten percent (10%) when used in conjunction with an engine that is producing four to five hundred foot pounds of torque (Factory settings).

The present invention may be used as a direct replacement torque converter in an original Chrysler manufactured truck. In particular, the presently described torque converter may be used in conjunction with an unaltered or non-enhanced Cummins 5.9 L diesel engine and a 48RE Chrysler transmission.

Example 1

The first prototype design was created and tested in a truck of known standard Chrysler configuration. The prototype torque converter was installed in the truck and the owner was requested to subject the truck to all the typical and/or normal conditions and requirements to which the truck was expected to perform; this test included load testing, acceleration testing, and durability testing. This destructive test lasted seven days.

Upon completion of this destructive test, the torque converter was removed from the test truck and disassembled for examination and part performance evaluation. None of the parts demonstrated any evidence of failure.

Torque'converters in accordance with the present invention can be made by the following steps:

1. Create a custom impeller hub. 2. Weld custom impeller hub into 95K impeller pump to specific height specifications. 3. Have custom stator machined/created. 4. Have custom stator caps machined/created. 5. Have custom stator inner spline race machined/created. 6. Assemble custom stator into assembly using new internal springs and rollers. 7. Weld all fins both internal and external on a compatible turbine. 8. Create a custom turbine hub. 9. Machine the internal bore of the turbine to the custom turbine shoulder on the custom turbine hub. 10. Drill new rivet pattern in the turbine to match the custom pattern of rivet holes created in the custom turbine hub. 11. Rivet the custom turbine and the custom turbine hub together. 12. Weld the custom turbine hub to the custom turbine. 13. Create a custom cover. 14. Assemble the custom impeller, the custom stator, the custom turbine, the multi friction, damper assembly, and the custom cover into a complete converter assembly. 15. Weld custom torque converter assembly together. 16. Subject custom torque converter assembly to all external and internal alignment requirements. 17. Custom torque converter is completed.

Example 2

Embodiments of the present invention were tested an found to have greater performance and durability that the standard torque converter. The results of the testing a shown in Tables 1-2 and FIGS. 4 & 5.

TABLE 1 baseline test results Throttle Position Vehicle Speed Engine Speed Time Angle (%) (MPH) (RPM) 0 10.2 39 1607 1.52 9 39 1533 3.05 12.5 38 1612 4.56 14.1 37 1583 6.08 14.9 37 1594 7.59 15.7 37 1600 9.11 16.5 37 1617 10.63 14.9 38 1645 12.14 13.7 38 1573 13.66 12.2 38 1578 15.17 11.8 38 1569 16.69 11.8 38 1565 18.2 11 39 1606 19.72 12.2 39 1604 21.24 13.7 39 1599 22.75 14.5 39 1615 24.27 14.1 39 1629 25.78 14.1 39 1633 27.31 14.9 38 1620 28.83 12.5 39 1616 30.34 13.3 39 1591 31.86 14.5 40 1651 33.38 11.8 40 1648 34.89 14.1 40 1660 36.41 15.3 40 1673 37.94 17.6 40 1700 39.45 16.9 40 1736 40.97 17.3 41 1727 42.49 17.3 42 1768 44 17.6 43 1804 45.53 17.6 44 1833 47.05 16.5 43 1821 48.55 13.7 43 1794 50.09 14.5 42 1713 51.61 16.5 41 1577 53.11 16.9 41 1521 54.63 15.7 42 1561 56.14 15.7 43 1542 57.66 13.7 43 1460 59.17 14.9 45 1510 60.69 15.3 45 1512 62.2 13.7 46 1499 63.72 14.1 47 1470 65.25 14.1 47 1479 66.77 14.5 47 1250 68.28 14.1 47 1259 69.81 13.3 48 1272 71.31 12.5 48 1264 72.84 3.9 47 1265 74.36 3.9 45 1228 75.88 4.3 43 1173 77.39 7.8 41 1203 78.91 6.7 39 1121 80.42 0 36 961 81.95 0.8 35 910 83.47 15.7 34 1078 84.97 43.9 36 1844 86.49 54.9 39 2081 88 31.4 42 2092 89.52 28.2 43 1924 91.05 9 42 1795 92.56 5.9 39 1502 94.08 9.4 37 1163 95.59 9.4 37 1208 97.13 10.6 37 1268 98.64 8.6 37 1237 100.14 3.9 37 1218 101.67 2.7 36 1057 103.17 1.2 35 955 104.69 2 35 1023 106.2 0 34 900 107.72 0 33 926 109.25 0 32 912 110.77 2.7 32 946 112.28 0 32 959 113.8 0 31 886 115.31 1.2 30 871 116.83 7.1 29 1084 118.34 14.9 32 1248 119.86 19.2 35 1624 121.38 25.1 37 1756 122.89 28.2 39 1831 124.41 25.9 40 1879 125.92 23.9 42 1856 127.44 20.4 43 1828 128.97 20 43 1829 130.49 20 43 1823 132 20 42 1820 133.53 17.6 40 1779 135.05 11 38 1621 136.55 0 35 1289 138.06 0 32 959 139.58 4.3 30 955 141.09 14.5 30 1286 142.61 20.4 32 1636 144.13 17.3 34 1711 145.64 12.5 35 1560 147.16 8.6 35 1464 148.67 7.5 34 1404 150.17 7.1 33 1350 151.7 6.7 32 1332 153.22 7.5 32 1384 154.74 1.2 32 1273 156.27 0 30 939 157.77 0 27 948 159.28 0 23 908 160.8 0 19 888 162.31 0 16 797 163.83 0 11 797 165.36 0 7 849 166.88 0 4 797 168.38 0 0 797 169.91 0 0 800 171.42 0 0 800 172.94 19.2 1 1272 174.45 20.4 14 1617 175.97 23.5 19 1852 177.5 25.9 25 1773 179.02 28.6 29 1872 180.55 29.8 32 1934 182.06 29 34 2034 183.58 25.9 35 2103 185.08 25.9 36 2145 186.61 25.5 37 2171 188.13 23.9 38 2207 189.64 22 39 2242 191.16 6.7 39 2255 192.67 0 36 1703 194.19 0 34 1543 195.7 0 32 1401 197.22 0 29 1258 198.74 7.8 27 1121 200.25 19.2 28 1687 201.78 20.4 30 1824 203.3 20.4 32 1931 204.81 21.6 34 2012 206.33 20.4 35 2079 207.84 19.6 37 2130 209.36 20 37 2167 210.88 18.4 37 2186 212.39 0 35 1677 213.91 0 34 1529 215.42 0 31 1391 216.94 6.7 29 1251 218.45 18.4 29 1774 219.97 22.7 31 1863 221.5 20.4 33 1960 223.02 15.7 35 2023 224.53 12.2 35 1474 226.05 11.8 36 1494 227.56 9.4 36 1489 229.08 9 37 1476 230.59 9.4 37 1484 232.11 9.4 37 1485 233.63 9 37 1470 235.16 8.6 36 1457 236.67 8.6 35 1434 238.2 9.4 35 1431 239.72 9 35 1436 241.24 9 35 1426 242.75 8.6 35 1421 244.27 6.7 34 1383 245.78 7.5 34 1379 247.3 5.9 34 1378 248.81 2.4 32 1220 250.33 3.1 32 1105 251.83 2.7 30 1184 253.36 3.9 30 1211 254.88 1.2 29 1198 256.38 0 29 948 257.91 0 27 953 259.42 0 25 918 260.94 0 23 881 262.45 0 21 899 263.97 0 19 831 265.5 0 18 817 267.02 0 18 808 268.53 0 16 796 270.05 0 12 796 271.56 0 7 795 273.08 0 5 794 274.59 0 0 799 276.11 0 0 800 277.63 0 0 803 279.14 0 0 799 280.66 0 0 802 282.17 0 0 798 283.69 0 0 801 285.22 0 0 800 286.74 0 0 802 288.25 0 0 800 289.78 0 0 800 291.28 0 0 801 292.81 0 0 800 294.33 0 0 801 295.84 0 0 799 297.36 5.9 1 814 299.84 11.8 9 1203 301.36 11.8 13 1377 302.89 5.9 14 1425 304.41 0 14 865 305.91 0 11 803 307.42 9.8 10 826 308.94 14.9 11 1333 310.45 20 14 1604 311.99 23.1 18 1778 313.5 26.3 22 1741 315.02 25.9 25 1815 316.53 28.2 27 1863 318.06 24.7 29 1767 319.58 23.5 32 1751 321.08 20.4 33 1748 322.61 19.6 35 1733 324.13 17.6 35 1685 325.64 19.2 35 1629 327.16 22 35 1737 328.69 21.6 34 1751 330.2 22 34 1751 331.72 21.2 34 1748 333.24 20.4 33 1724 334.77 18.4 33 1692 336.28 16.5 33 1623 337.78 15.3 34 1594 339.31 13.7 35 1520 340.83 12.9 35 1489 342.34 12.2 35 1512 343.86 11.8 35 1477 345.39 12.5 35 1468 346.91 12.9 35 1483 348.42 13.7 35 1505 349.94 13.7 35 1508 351.45 13.3 35 1490 352.97 13.3 35 1498 354.49 12.5 35 1497 356.02 12.2 35 1501 357.53 12.9 36 1505 359.05 12.9 36 1513 360.56 12.5 36 1530 362.09 8.6 35 1456 363.61 0 33 1176 365.13 0 30 958 366.64 0 27 941 368.16 0 24 906 369.67 4.7 21 881 371.19 14.1 21 1069 372.72 19.2 24 1508 374.22 23.1 27 1663 375.74 22.7 30 1717 377.25 22.4 32 1739 378.77 20.4 35 1735 380.3 20.4 37 1742 381.81 21.2 38 1758 383.33 21.6 40 1775 384.84 21.2 41 1782 386.38 19.6 43 1822 387.89 20 44 1841 389.39 19.2 45 1870 390.92 17.6 46 1881 392.44 16.9 48 1845 393.95 16.9 50 1899 395.47 15.7 50 1329 397 13.7 50 1338 398.52 10.2 48 1303 400.03 6.7 45 1233 401.55 11 42 1272 403.05 12.2 42 1371 404.58 11 42 1339 406.09 10.2 42 1314 407.59 0 39 1152 409.13 0 35 925 410.64 0 30 911 412.16 0 24 816 413.67 0 19 795 415.19 0 14 796 416.69 0 7 801 418.2 10.2 5 796 419.74 17.3 8 1523 421.25 15.3 14 1622 422.75 15.7 17 1738 424.27 13.3 20 1429 425.78 0 21 1025 427.31 0 16 800 428.81 0 11 795 430.33 0 7 798 431.84 0 0 793 433.36 0 0 802 434.89 91 4 1605 436.41 92.5 19 2052 437.92 91 30 2715 439.44 92.9 37 2483 440.95 100 43 2567 442.47 100 48 2787 443.99 100 53 2560 445.5 100 58 2520 447.02 91.4 62 2325 448.53 15.7 60 2221 450.05 11.8 58 1956 451.56 5.9 56 1530 453.08 19.6 55 1476 454.61 22.4 57 1486 456.13 22.4 57 1512 457.64 15.3 57 1528 459.14 14.1 56 1514 460.66 13.3 54 1462 462.17 13.7 55 1429 463.69 12.9 55 1469 465.22 11 55 1472 466.74 12.9 55 1465 468.25 13.7 55 1462 469.77 13.3 54 1448 471.28 14.9 53 1435 472.8 15.3 52 1411 474.31 25.9 52 1390 475.84 22 52 1400 477.34 22.4 53 1400 478.86 18.4 53 1420 480.38 15.3 54 1432 481.89 14.5 54 1436 483.42 14.1 53 1428 484.94 13.7 53 1412 486.45 16.5 52 1397 487.97 16.5 52 1383 489.47 17.6 52 1377 491 17.6 52 1387 492.52 16.5 53 1402 494.02 14.1 52 1397 495.55 12.5 51 1382 497.06 14.5 50 1345 498.58 13.7 51 1346 500.09 12.9 53 1385 501.61 12.9 55 1436 503.13 12.9 55 1460 504.64 14.1 54 1453 506.16 14.5 53 1429 507.67 14.1 52 1391 509.19 17.3 52 1367 510.72 15.7 53 1393 512.24 13.7 55 1437 513.75 13.7 56 1460 515.27 13.7 56 1486 516.78 16.5 55 1467 518.3 16.5 53 1436 519.81 18.4 52 1396 521.33 0 49 1345 522.84 0 46 956 524.34 0 42 935 525.88 18.4 42 1543 527.39 19.2 43 1648 528.91 13.7 43 1610 530.44 0 42 1324 531.94 0 40 930 533.45 0 36 911 534.97 0 30 910 536.49 0 23 810 538.02 0 17 797 539.53 0 11 793 542 0 3 826 543.52 0 0 799 545.03 100 9 1644 546.55 100 22 2138 548.06 100 32 2883 549.58 100 40 2529 551.11 100 47 2703 552.63 100 52 2951 554.14 100 57 2508 555.66 100 61 2284 557.17 20.4 60 2318 558.69 12.2 59 2197 560.22 11.8 58 1620 561.74 15.7 58 1550 563.24 15.3 58 1542 564.75 15.7 57 1525 566.27 14.9 57 1498 567.78 11 58 1530 569.31 13.7 58 1556 570.83 14.9 58 1554 572.34 15.7 58 1531 573.86 15.3 57 1527 575.38 14.1 56 1507 576.89 15.7 55 1475 578.41 14.5 53 1430 579.91 9.8 50 1372 581.44 8.6 48 1309 582.95 6.7 48 1287 584.47 6.7 47 1263 585.99 0 45 1211 587.52 0 43 928 589.03 0 39 927 590.55 0 34 881 592.06 0 28 890 593.56 0 22 790 595.09 0 17 794 596.61 0 13 794 598.11 0 11 797 599.64 0 9 879 602.11 0 5 801 603.64 0 0 799 605.14 96.5 1 828 606.66 100 14 1873 608.17 100 27 2487 609.69 100 37 3172 611.2 100 44 2582 612.72 100 50 2867 614.24 100 55 2492 615.75 100 59 2286 617.27 69.4 62 2330 621.05 0 60 2292 622.55 0 58 1182 624.08 0 55 1118 625.59 0 50 985 627.11 0 45 938 628.64 0 40 937 630.14 0 35 879 631.66 0 30 897 633.17 0 25 808 634.69 0 19 797 636.22 0 14 802 638.69 0 0 797 640.2 0 0 797 641.72 0 0 800 643.24 0 0 798 644.74 0 0 803 646.25 0 0 803 648.74 15.3 9 1281 650.25 16.9 16 1520 651.78 15.3 19 1754 653.3 11.8 22 1480 654.81 8.2 23 1228 656.33 19.2 25 1110 657.86 16.5 27 1533 659.38 19.6 30 1557 660.88 18.4 32 1649 662.41 18.4 34 1674 663.91 23.1 37 1723 665.42 21.6 39 1771 666.94 20.4 42 1794 668.45 20 45 1684 669.99 15.3 47 1787 671.5 15.3 47 1832 673.02 16.5 49 1349 674.53 16.9 50 1327 676.03 16.9 52 1367 677.56 14.5 53 1403 679.08 0 54 1078 680.59 0 53 999 682.11 0 52 968 683.63 0 49 956 685.14 11.4 47 967 686.66 8.6 45 1226 688.17 6.7 42 1251 689.69 4.3 43 1225 691.2 0 45 1171 692.72 0 45 936 694.24 0 45 933 695.75 0 44 932 697.28 0 43 926 698.8 0 42 1008 700.3 0 41 1012 701.81 0 39 1010 703.33 0 34 978 704.84 0 29 901 706.38 0 22 790 707.89 0 16 795 709.41 0 9 797 710.91 0 7 817 713.39 0 5 797 714.92 0 0 795 716.44 0 0 850 717.94 0 0 854 719.47 0 0 853 720.99 0 0 854 722.5 0 0 853 724.02 0 0 858 725.53 0 0 856 727.06 0 0 856 728.58 0 0 855 730.09 0 0 849

TABLE 2 test results with torque converter in accordance with the present invention Throttle Position Vehicle Speed Engine Speed Angle (%) (MPH) (RPM) 0 0 0 799 1.33 0 0 801 2.64 0 0 803 3.95 0 1 797 5.28 0 2 798 6.59 0 2 798 7.91 0 3 846 9.23 0 3 803 10.55 0 4 794 11.86 0 4 804 13.19 0 3 800 14.5 0 0 832 15.81 5.5 0 1176 18.11 11 11 1659 19.42 17.6 16 1695 20.73 20 20 1747 22.06 20.4 25 1709 23.37 21.2 30 1765 24.68 20.4 35 1818 26.01 21.2 38 1842 27.32 21.6 40 1873 28.63 23.1 40 1911 29.96 23.9 41 1934 31.27 26.7 43 1993 32.59 29.4 43 2054 33.91 31.4 45 2065 35.23 32.2 45 2068 36.54 32.9 44 2061 37.86 32.9 43 2053 39.18 31.4 43 2043 40.5 31 45 1855 41.82 29 49 1958 43.13 26.7 52 2016 44.46 28.2 53 2051 45.77 30.2 53 1441 47.08 30.2 55 1470 48.39 30.2 55 1463 49.7 26.7 55 1452 51.03 25.1 55 1473 52.34 22 55 1483 53.66 21.6 56 1493 54.98 21.6 57 1501 56.3 21.2 57 1499 57.61 21.6 56 1491 58.94 23.1 56 1490 60.25 21.6 56 1497 61.56 22 57 1513 62.89 19.6 57 1517 64.2 19.6 57 1524 65.51 17.6 57 1517 66.84 19.2 57 1534 68.15 18.4 57 1518 69.48 16.5 57 1506 70.79 17.6 57 1499 72.1 12.9 57 1504 73.42 13.7 57 1501 74.74 13.7 56 1488 76.06 12.2 55 1470 77.38 13.7 55 1456 78.7 15.3 54 1429 80.01 14.9 53 1412 81.33 12.5 53 1388 82.65 7.1 51 1329 83.96 0 49 1004 85.29 0 48 978 86.6 0 46 956 87.91 0 43 935 89.24 0 41 931 90.55 0 38 887 91.86 0 34 876 93.19 0 29 815 94.5 0 24 794 95.81 0 19 812 97.14 0 16 789 98.45 0 11 793 99.77 0 7 804 101.09 2 4 1024 102.41 8.2 4 1084 104.69 4.7 7 936 106.01 4.3 7 947 107.33 5.1 7 929 108.64 4.3 8 963 109.97 3.1 10 991 111.28 0.8 11 888 112.61 0 11 888 113.92 0 9 786 115.14 0 5 797 116.45 0 0 806 117.78 79.2 0 1764 119.09 100 11 2340 120.4 100 22 2915 121.73 100 32 2636 123.04 100 40 2802 124.35 100 46 2824 125.68 100 51 2633 126.99 100 55 2228 128.3 100 59 2319 129.63 100 62 2398 130.94 0 62 1749 132.26 0 60 1320 133.59 0 59 1270 134.9 0 56 1136 136.21 0 51 1059 137.54 0 49 977 138.85 0 46 940 140.16 0 41 915 141.49 0 35 862 142.8 0 28 793 144.12 0 21 803 145.44 0 15 794 146.76 0 10 794 148.07 0 0 800 149.4 0 0 804 150.71 92.2 1 1803 152.02 100 9 2393 153.34 100 22 2910 154.66 100 31 2630 155.99 100 39 2809 157.29 100 45 2926 158.62 100 50 2625 159.93 100 55 2192 161.24 100 59 2369 162.57 100 63 2376 163.88 0 62 1803 165.19 0 60 1262 166.52 0 60 1295 167.83 0 59 1261 169.15 0 58 1216 170.48 0 57 1169 171.79 0 55 1120 173.1 0 54 1075 174.43 0 53 1051 175.74 0 54 1054 177.05 0 53 1007 178.38 0 52 984 179.69 0 50 960 181.01 0 48 1211 182.33 9 46 1210 183.65 10.6 45 1142 184.96 5.1 42 1146 186.29 4.7 42 1178 187.6 3.1 43 1023 188.93 0 45 935 190.24 0 45 940 191.55 0 44 930 192.88 0 43 936 194.19 0 42 935 195.51 0 42 928 196.83 0 41 924 198.15 0 39 908 199.46 0 37 936 200.79 0 34 844 202.1 0 27 793 203.41 0 22 793 204.74 0 18 787 206.05 0 13 797 207.37 0 10 837 208.69 0 8 809 210.01 0 7 794

TABLE 3 test results with torque converter in accordance with the present invention with trailer Throttle Position Vehicle Speed Engine Speed Time Angle (%) (MPH) (RPM) 0 0 0 800 1.31 100 0 1528 2.64 100 9 1886 3.95 100 17 2203 5.28 100 24 2648 6.59 100 29 2842 7.9 100 34 2512 9.2 100 38 2618 10.53 100 42 2731 11.84 100 45 2806 13.15 100 48 2892 14.48 100 51 3004 15.8 100 53 2616 17.11 100 55 2214 18.44 100 57 2170 19.75 100 58 2234 21.06 100 60 2301 22.39 72.2 62 2349 23.7 13.3 61 2378 25.01 0 60 2075 26.34 0 60 1318 283.13 0 0 803 284.46 100 1 1484 285.77 100 8 1895 287.08 100 17 2199 288.41 100 24 2637 289.72 100 29 2864 291.04 100 33 2515 292.36 100 37 2602 293.68 100 40 2716 294.99 100 43 2784 296.32 100 47 2862 297.63 100 50 2963 298.94 100 52 2996 300.27 100 55 2672 301.58 100 58 2179 302.89 100 60 2279 304.21 100 62 2353 305.52 100 63 2409 306.85 3.1 62 2351 400.38 0 0 801 401.71 100 0 1445 403.02 100 9 1938 404.33 100 20 2367 405.66 100 27 2764 406.97 100 33 2618 408.29 100 37 2620 409.62 100 42 2738 410.93 100 45 2816 412.24 100 48 2900 413.57 100 50 3019 414.88 100 52 2625 417.16 100 57 2179 418.48 100 60 2263 419.8 100 62 2362 421.12 0 62 2316

This torque converter assembly is a direct replacement. This custom torque converter does not require any specific instructions that exceed the normal skill in the art required for the use or installation of the original equipment torque converter that the end user would be removing because of poor performance and/or failure.

While the invention has been described with reference to certain exemplary embodiments thereof, those skilled in the art may make various modifications to the described embodiments of the invention without departing from the scope of the invention. The terms and descriptions used herein are set forth by way of illustration only and are not meant as limitations. In particular, although the present invention has been described by way of examples, a variety of compositions and methods would practice the inventive concepts described herein. Although the invention has been described and disclosed in various terms and certain embodiments, the scope of the invention is not intended to be, nor should it be deemed to be, limited thereby and such other modifications or embodiments as may be suggested by the teachings herein are particularly reserved, especially as they fall within the breadth and scope of the claims here appended. Those skilled in the art will recognize that these and other variations are possible within the scope of the invention as defined in the following claims and their equivalents. 

1. A torque converter having an increase in capacity and an increase in efficiency.
 2. The torque converter of claim 1, wherein the improved efficiency is provided through the multiplication stages of torque transfer and added multiplication effect to the lock up stage.
 3. The torque converter of claim 2, wherein the increase in capacity is approximately 50%.
 4. The torque converter of claim 3, wherein the increase in efficiency is approximately 10%.
 5. The torque converter of claim 3, wherein the torque converter comprises a one piece billet cover that incorporates a thick steel ring three hundred and sixty degrees about the cover into which the flywheel is bolted.
 6. The torque converter of claim 1, wherein the torque converter comprises one continual ring that evenly transfers the engine torque into the torque converter without clutch surface distortion.
 7. The torque converter of claim 5, further comprising one continual ring that evenly transfers the engine torque into the torque converter without clutch surface distortion.
 8. A method of modifying the performance of a motor vehicle comprising replacing the torque converter of the motor vehicle with the torque converter of claim
 7. 9. The method of claim 8, wherein the motor vehicle comprises a Cummins 5.9 L diesel engine.
 10. A torque converter for use with a diesel engine, comprising a one piece billet cover that incorporates a thick steel ring three hundred and sixty degrees about the cover into which the flywheel is bolted and one continual ring that evenly transfers the engine torque into the torque converter without clutch surface distortion. 